Switch-throwing device.



P. A. JOHNSON.

SWITCH THROWING DEVICE,

APPLIGATION FILED MAY 14,1914:v

Patented Mar. 28,1915.

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P. A. JOHNSON.

SWITCH THROWING DEVICE. APPLICATION FILED MAY 14, 1914.

Patented M21123, 1915.

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F. A. JOHNS-ON.

SWITCH THROWING DEVICE. APPLICATION FILED MAY14, 1914.

Patented Man". 23, 1.915.

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SWITCH-THROWING DEVICE.

Specification of Letters Patent.

Patented Mar. 23, llttffi.

Application filed May 14, 1914. Serial No. 838,595.

To all whom it may concern:

Be it known that I, FRANK A. JorINsoN, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented certain new and useful improvements in SwitclrThrowing Devices; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in switch throwing devices and more particularly a switch for street railway use and the primary object of the invention resides in providing a switch which may be readily and quickly operated by the one in control of the car.

Still another object of the invention resides in providing a device which mechanism is suspended beneath the car for actuating the switch point in either one direction or the other, the car being provided with such mechanism as will admlt of being operated in different directions according to the position of the switch point desired.

A. still further object resides in providing a device which is simple and durable in construction, comparatively inexpensive to manufacture and one which will be very efficient in use.

With these and other objects in view my invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter referred to and more particularly pointed out in the specification and claims:

In the accompanying drawings forming a part of this application: Figure 1 is a plan view of a device constructed in accordance with my invention applied to use, parts thereof being removed to show the internal structure of the operating mechanisms. Fig. 2 is a similar view showing the switch in its actuated position. Fig. 3 is a side elevation of the device. Fig. 4 is an enlarged plan view of the track operating portions of the device, parts being removed to more clearly illustrate the internal structure thereof. Fig. 5 is a transverse section therethrough as seen on line 55, Fig. 4L. Fig. 6 is a vertical section as seen on line 6-6 of Fig. 8. Fig. 7 is a bottom plan view of the car with the operating structure thereon. Fig. 8 is a vertical section as seen on line 88 of Fig. 6 looking in the direction of the arrow. Fig. 9 is a similar view taken as seen on line 99, Fig. 6. Fig. 10 is a transverse section as seen on line 1010, Fig. 8.

ln describing the invention I shall refer to the drawings in which similar reference characters designate corresponding parts throughout the several views and in which 1 indicates a track section from which leads a siding 2 and arranged in the track section at a point adjacent the connection thereof with the siding is a pivoted switch point 3 which is adapted to be thrown to ts difierent positions by a mechanism form ing the essential feature of this invention. Mounted on extensions of the ties of this track section immediately adjacent the swinging end of the switch point 3 and be yond the adjacent rail is a housing or cats ing l in which is pivotally mounted on a vertical axis, a bell crank lever 5. One arm of this bell crank lever at a point adjacent its outer end has a link 6 loosely connected therewith said link being loosely disposed also through an opening 7 in the adjacent rail, the opposite end of said link having loose connection with the swinging end of said switch point. The opposite arm of the bell crank lever 5 has loose connection with a rod 8 which extends through the one end wall of the housing 4 and extends longitudinally along the outer side of the adjacent rail to a point some distance in advance of said housing 4:. This rod 8 for the greater portion of its length beyond the housing 4 extends through a casing or tubing 9 mounted on the outer side of the adjacent rail. Also mounted on extensions of additional ties of the track section some distance in advance of the housing 4 is an additional housing or casing 10 into which the forward end of the rod 8 extends. Mounted for oscillating movement in hearings in the housing 10 is a vertical shaft 11 carrying a crank arm 12 at the lower end thereof, the latter arm having loose connection with the last mentioned end of said rod 8. Mounted on the vertical shaft 11 at a point adjacent the upper end of the latter is an additional crank arm 13 which has its ends projecting in opposite directions beyond the shaft 11 and it is obvious through the actuation of this arm 13 that the switch point 3 may be actuated, in view of the aforementioned connections therebetween. Also'mounted in the housing 10 in advance of the crank shaft 11 is a vertical stub shaft 14 which is mounted for oscillation in bearings arranged there: in. This stub shaft also has a crank arm 15 carried on the upper portion thereof which is arranged in a horizontal plane just above the horizontal plane of the upper crank arm 13 carried on the vertical shaft 11 and a link 16 is provided which affords connection between said crank arms 13 and 15, said link being connected with the eX- treme inner projecting end of the crank arm 13.

From this construction it will be seen that upon the actuation of the crank arm 15 in one direction, the switch point will be thrown in one direction to open the switch proper and upon theactuation of the crank arm 13 in the same direction, said switch point will be thrown in the opposite direction or to its closed position. It is, of course, assumed that the operation of both of said crank arms will be by the engagement of the outer free ends of the same which, as clearly shown in the drawings, are disposed in close proximity to the heads of the adjacent rail. In this manner the crank arms may be readily engaged by a means carried by the car passing over the track section, as willbe hereinafter and more particularly set forth.

It is desirable to provide some means for the retention of the switch point in its adjusted positions so that the arring and j olting incident to the passing of the car over the track section will not dispose said switch point from its adjusted position and to this end, I provide a means for cooperation with the bell crank lever 5 to retain the latter in any adjusted position. As stated above, the link 6 which connects the bell crank lever 5 with the switch point '3 engages the arm of the bell crank lever at a point adjacent the outer end of one arm thereof. The extreme outer end of this last mentioned arm is adapted for engagement with a corrugated plate 17, the latter being hinged as shown at 18 to the outer side wall of the casing or housing 4. A coil spring member 19 is arranged in this housing for engagement with one end wall thereof and with the hinged plate 17 forcing said corrugated plate rearwardly against the arm of the bell crank lever 5. In this manner it is apparent that the free end of the last mentioned arm of said bell crank lever will constantly engage the corrugations of said hinged plates and retain the bell crank lever in any adjusted position. The adjustment of the bell crank lever through the various operating means hereinbefore set forth is against the tension of the spring-forced and corrugated plate 17 and thus when once adjusted the same will be retained in such position until adjusted differently by the mechanical means. The same will not be casually disengaged through any jolting or jarring incident to rolling of cars over the track rails.

As stated above, means is provided on the car which passes over the track section for the throwing of the switch point to its various positions by engagement with the crank arms 13 and 15 hereabove mentioned and this particular means on the car also forms an essential feature of the invention. On a car 20 of the usual type used in street railway systems, a hollow arm 21 is mounted on the under face of the bottom thereof and depends some distance therebelow, said hollow arm forming in effect, a casing or housing. Slidably mounted in this hollow arm or casing 21 is a pair of tappets 22 the lower ends of which are bifurcated as shown at 23 so as to readily receive the head of the rails therein when the same are lowered. The furcations of one of said arms or tappets 22 are longer than the other such being in dicated as 28 and these furcations are of such length as to engage the lowermost of the two actuating crank arms in the housing 10. Secured to this depending arm or housing 21 and projecting upwardly and inwardly therefrom is a bracket 21- to the inner end of which are fulcrumed a pair of levers 25. These levers are fulcrumed intermediate of their ends and the outer ends of the same are slotted and receive therein pins or studs 26 projecting laterally from the inner ends of the tappets Coil spring members 27 are provided the same being engaged with the forward portions of said lever 25, and with the under face of the bottom of the car whereby to normally raise the forward portions of said levers and retain the tappets normally in their raised position. The opposite Or inner ends of said levers 25 are engaged with flexible eonnections 28 which are guided along the under face of the car 20 to the forward end thereof where the same are engaged with the ends of the arms of a bell crank lever 25). This lever 29 is fulcrumed at the junction of its arms on a vertical rod 30 which is mounted for oscillation on the platform of the car and projects therethrough. This vertically disposed rod 30 is mounted for oscillation in bearings the same projecting upwardly on the platform adjacent the con troller of the car and a crank arm 31 is provided at the upper end thereof whereby the same may be readily actuated by the motorman or other person in charge of the car.

In operation assuming that the car is about to approach the switch, should it be Y desired to throw the switch point to an open position, the lever 31 is operated in one direction so as to dispose one of the tappets to its lowermost and engaging position. In this particular instance, the tappet having the shorter furcations thereon is lowered so as to engage the crank arm 15 and as the car is moved forwardly, the crank arm will be swung to obviously dispose the switch point to its open position whereby the car may pass from the track section to the siding. When the next car approaches the switch and desires to close said switch so as to continue along the track section, the operator in control will dispose the operating or crank handle 31 in a direction opposite to that disposed on the previous car so as to lower the tappett havlng longer furcations and indicated in the drawings as 23. These fur-cations will at this time pass the arm 15 without interfering therewith, inasmuch as the latter has been disposed to a semi-forward position by the previous car and these longer furcations will then engage the crank arm 13 to dispose the latter forwardly and thus return the arm 15 to its initial position. By such actuation, the switch point will obviously be returned to its initial position and the car, continuing in its travel, will continue along the track section 1. Successive cars will of course operate the switch as is found necessary in a manner similar to that described above.

From the foregoing it will be seen that I have provided a simple, inexpensive and eflicient means for carrying out the objects of the invention and while I have particularly described the elements best adapted to perform the functions set forth, it is obvious that various changes in form, proportion and in the minor details of construction may be resorted to, without departing from the spirit or sacrificing any of the principles of the invention.

Having thus described my invention, what I claim is:

1. ln a railway switch mechanism, the combination with a track section including a movable switch point, of a casing mounted contiguous to the latter, an angular arm fulcrumed at the junction of its arm sections on a vertical axis within said casing, means connected with one of the arm sections of said arm and said switch point to actuate the latter upon actuation of said arm, means engaged with the opposite arm sections of said angular arm to actuate the latter, and a corrugated spring actuated plate for cooperation with the extremity of the first mentioned section of said arm to retain the latter and correspondingly said switch rail, in either of its adjusted positions.

2. In a railway switch mechanism, the combination with a track section including a movable switch point of a casing disposed contiguous to the latter, a bell crank fulcrumed at the junction of its arms on a vertical axis within said casing, a link connection between one of said arms, and said movable switch point, a corrugated spring actuated plate cooperating with the extremity of the arm connected with said switch point, a second casing disposed in spaced re lation to the first mentioned casing and contiguous to said track, a pair of vertically disposed suitably spaced shafts within said last mentioned casing, one of said shafts having a right angularly disposed extension formed on the lower extremity thereof, a link connection between said extension and the free arm of said bell crank, an actuating arm disposed upon each of said shafts, one of said arms being disposed in a horizontal plane vertically spaced above that of the other, the uppermost of said actuating arms being fulcrumed at its inner end and the lowermost of said arms being fulcrumed intermediate the ends thereof, a connecting link between the inner end of the last mentioned arm and the first mentioned arm substantially as and for the purpose set forth.

3. In a railway switch mechanism, the combination with a track section having a pivoted switch rail in the length thereof; of a casing mounted adjacent the track section, a bell crank lever fulcrumed at the junction of its arms on a vertical axis within said casing, connecting means between one arm of said lever and the pivoted switch rail to actuate the latter upon the actuation of the lever, means in connection with the opposite arm of said lever to actuate the latter, and a yielding stop member carried in said casing and engaged with the free end of the first mentioned arm of said lever to retain the latter and correspondingly the switch rail in either of its actuated positions.

4. In a railway switch mechanism, the combination with a track section having a pivoted switch rail in the length thereof; of a casing mounted adjacent said track section, a bell crank lever fulcrumed at the junction of its arms on a vertical axis within said casing, connecting means between one arm of said lever and the pivoted switch rail, means in connection with the other arm of said lever to actuate the latter, a corrugated plate hinged at its one end to one wall of said casing and spring means in connection with said casing and the plate whereby to dispose the latter in engagement with the first mentioned arm of said lever to retain the latter in any actuated position.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

FRANK A. JOHNSON.

Witnesses:

ALBERT MILLER, A. L. SIMS.

Ucpies of this patent may be obtained for five cents each, by addressing the Gommissioner of Patents, Washington, D. G. 

